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  1. I was surprised to read the comments saying expect altitudes were in the FMS. In fact, if you google FAA JO 7100.9E, which was the FAA's guidance for developing STAR's, it specifically says “Expect altitudes or airspeeds are not coded into an aircraft navigation database". I have flown the Collins FMS's for a long time on a variety of airplanes, and never once has it loaded an expect altitude for me. But, 100% of the aircraft I have flown have had a Jeppesen nav database. If you have a Lufthansa database (like Aerosoft uses), it turns out there is a note that says “Expected Altitude constraints published in SIDs and STARs are often included in the LSY database". So I think the correct answer is, it depends on the class of nav database that you have loaded. Learned something new!
  2. I rarely use it. Occasionally if hand flying and climbing at a pretty high climb rate, I may want to shallow the climb out before rapidly approaching the level off altitude. So maybe around 2,000 feet prior to level off I may reduce the climb rate manually down towards 1,000 ft per min and then bump the pitch sync button so the flight director matches. I have also used it in the level D sims during an engine failure after takeoff if I want to quickly sync the speed bug to the current speed. But not really SOP for most CRJ operators.
  3. Just to add to what Matt said, I'll also use it if ATC says, "Report XXXXX fix inbound". I draw a circle around it as a mental reminder, in case we get distracted with other stuff. For those that are approved for circling approaches, it is great for drawing a ring depicting the protected airspace when in the circle (such as 1.7 nm, etc). For extending the centerline on the runway you are circling to, you can load the visual to the other runway, but not press EXEC. That way it is drawn as a dotted line for reference (can't remember how this works in the sim, and not familiar with the real CRJ). Then if you have to go missed you just press Cancel Mod, and have the original missed approach procedure still ready to go. You would have to set it up early, as that is a lot of button pushing on an already busy procedure.
  4. Curious if many of the real world CRJ-900/1000 NextGen operators purchased the WASS LPV option for the avionics. Maybe this could be an option for the -900 / -1000 sim upgrade!
  5. Runway environment / lights were in sight, so can continue down to 100' above TDZE. I do wish MSFS could simulate low visibility, low RVR foggy weather conditions. Really need a proper way to set visibility, such as a slider! Thanks for the great video and tips @Matthew2312!
  6. You would still have both #1 and #2 hydraulic systems, as the primary source for those is the engine driven hydraulic pumps, or EDP's. The overhead switches for systems 1 and 2 are for the backup electrically driven pumps, or ACMPs. Technically you would have some steering and inboard brake issues with the lack of system 3 pumps, since it does not have an engine driven pump. I'd have to check with TheDude or dig into the books to see what else is missing. But like Mathijs said, this would be an abnormal condition for sure.
  7. Any more details on the process you are using and what you are seeing? Is the APU running prior to the engine start attempt? When you push the start switch, do you see N2 increase? Any problems moving the throttle out of the cutoff position? I know you mentioned videos, I assume you have found TheDude's video series, right?
  8. Just did a test loading the pilot route "MUCCGN01". I believe this route came with the retail version. Those that are having problems loading it, can you test it using this route? I had no issues loading it here, but will investigate further. As mentioned above, routes always load into the secondary flight plan, so they must be activated from the FPLN>SEC FPLN> ACTIVATE page.
  9. Not sure if this was stated thinking it was a bug, but in case there was confusion, this is how the real airplane works. The dome light is on the Main Battery Direct Bus, so it is available regardless of the Battery Master switch being on or off.
  10. Just tried the same routing, coming off RWY 34R. At exactly 50' above the ground on takeoff it also incorrectly sequenced to the leg from FQF to LUFSE. I tried it taking off the opposite direction, and it worked just fine, keeping the leg from the runway to FQF active. For testing purposes, I started a 360° turn to see what it did when I was headed away from the active leg. When I got 90° off course, it decided to sequence to the next leg (FQF-LUFSE). So it sounds like this has something to do with aircraft flying the opposite heading of what the active leg course is. Will do some more testing and put this on the internal bug tracker. Thanks for the detailed report @jfwharton!
  11. @YetiAir, problem solved! Try using MICOS instead of MIC. That VOR was just decommissioned and replaced by a GPS waypoint, as per the latest Jeppessen Chart Notices that came out 5 days ago. What are the odds?! I was able to get the entire route to work using MICOS instead of MIC. If you run into any other issues, let me know.
  12. Hi @YetiAir, can you try giving the full flight plan route, including departure and arrival airports? Also, are you using the Aerosoft nav database that came with the sim, or an add on such as Navigraph? I did some brief experimenting on my end, and noticed an odd behavior. Some of the waypoints, such as PSA resulted in a NOT FOUND message when trying to enter them on the FPLN page. But it will work fine if entered on the LEGS page. Obviously this isn't correct, so with a little more info we can get an internal bug report submitted.
  13. Nav-to-Nav transfer (i.e. automatically changing nav source from FMS1 in white to LOC1 in blue) is implemented, and works well. The important part is to arm APR mode *before* you get to the final approach fix, while still in white FMS nav source (and load the ILS approach procedure out of the FMS DEP/ARR page, sequenced to the Final Approach Fix). Also, since there is some confusion on AUTO / MANUAL on the tuning page of the radios. This won't effect nav to nav transfer that was mentioned above, as long as you don't mess with it after it has already tuned the LOC frequency for the approach. If you are in manual, you will get a message that says LOC WILL BE TUNED, approx 30 seconds before it tunes the LOC frequency. If you are in AUTO tune, it will just tune it without alerting you. No alert, because in AUTO it has already been tuning VOR/DME frequencies in the background the entire time to assist the FMS with computing its position. Here is a photo just before and after auto transfer:
  14. @august78, looking at the legs page, it appears the active leg in the FMC is OSVAL > INSAP (OSVAL is in the blue colored "from" line). In other words, not present position direct to OSVAL. In that case, I would press the top left line select key to copy OSVAL, and then the next line select key down to paste it into the magenta "to" line. Then hit execute. (going off memory and am away from my PC, so hopefully the sim allows you to copy the from waypoint like it should). Hard to say what caused that, but hopefully that helps. @simone guanziroli What method are you using to go direct to KUMBI? If you paste KUMBI into the 2nd line select key (magenta "to" line) and hit execute, does it sync up your course? Or are you using the DIR INTC key on the FMC?
  15. Hi @Vipor51, Did it descend at all, or just stay level? Can you confirm what autopilot modes are displayed at the top of the PFD? For example on the left side it may say LOC1 in green and ALTS in green, then on the right side GS in white. Did GS ever turn green for you? Hard to say without seeing it. Obviously the autopilot should never capture a glideslope from above.
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